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(No Model.) 5'SheetsSheet 2. E. R. ESMOND V UAR TRUCK. No. 465,660.Patented Dec. 22, 1891.

(No Model.) 5 Sheets-Sheet 3.

ELRQESMOND. GAR TRUCK.

N0. 465,660.- Patented Dec. 22, 1891.

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(No Model.) 5 Sheets-Sheet 4.

EIPMESMOND. GAR TRUCK.

No. 465,660. Patented Dec. 22, 1891.

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(No Model.) E R ESMOND. ssneets-sheeu 5.

CAR TRUCK. No. 465,660. Patented 1360.22, 1891.

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UNITED STATES PATENT @FFICE.

ERNEST RICIIARD ESMOND, OF NElV YORK, N. Y.

CAR-TRUCK.

SPECIFICATION forming part of Letters Patent No. 465,660, dated December22, 1891.

Application filed April 30, 1891. Serial No. 391,130. (No model.)

i To all whom it may concern:

Be it known that 1, ERNEST RICHARD Es- MOND, of the city, county, andState of New York, have invented certain new and useful Improvements inCar-Trucks, of which the following is a description, reference being hadto the accompanying drawings.

This invention relates to a new and improved method of attaching amotor, grip, or other power orpropelling frame to a car-truck; and itembodies in part a new and useful application of certain of theimprovements of my United States Patents No. 238,280, dated March1,1881, and No. 247,814, dated October 4:, 1881. In the said patents areshown and described means whereby the axles or axleboxes of a car orcar-truck are free to move laterally relative to the truck or car, butare restrained from having longitudinal motion relative thereto. Thisrelation of the axles to the load they carry is effected by arrangingthe axle-boxes between forward and rearward pedestals projectingdownwardly from the truck-frame or car-body to below the axleboxes andconnecting the pedestals and boxes by links closely held between themand pivotally secured at the bottoms of the pedestals and tops of theaxle-boxes. By this construction the axles have free lateral motionrelatively to the load, (as well as their usual vertical motion, usuallyagainst suitable springs,) but are rigid with the load in the line oftravel. This results in many advantages, as to the wear and tear of thewheels and wheelgearing and in the respect of the freedom of jar andshock to the car or load that are now well understood.

The essential object of my present inven tion is to provide meanswhereby the propelling-frame of a car or car-truck may have lateralmotion relatively to the car or truck or truck-frame and yet berestrained against longitudinal motion relatively thereto.

The invention consists, generally, in a car or car-truck having apropelling-frame attached thereto by links, housings or abutting partsbeing arranged between the truck-frame or car and the propelling-framein such mannor that the frames can have lateral motion relatively, butare held rigid with each other longitudinally.

Referring to the drawings in detail, Figure 1 is a plan view of thelower part of a cartruck carrying two motor frames, which frames areattached to the truck-frame in accordance with my invention. Fig. 2 is aside elevational view of the truck-frame, and Fig. 3 is a detail sectionon plane a a of Fig. 1.

The truck-frame in the present instance consists of the lower side bars1, car-sills or truck-wheel pieces 2, and one or more crossbars 3,attached at each end to the side bars 1. Suitable springs are arrangedbetween the sills and side bars.

at indicates the axle-boxes, 5 the axles, and 6 the pedestals, horns, orhousings, which depend from the wheel-piece or sill 2 and loosely engagethe sides of the bars 1 and bear against the axle-boxes on their frontand rear faces. The links 7 pivotally engage the blocks 8 between thetwo side parts of the bars 1 and pass over the axle-boxes, upon the topsof which they have a pivotal bearing. By these means the entiretruck-frame is suspended 011 and attached to the axle-boxes bylaterallymovable links, and sudden endwise motion of the axles is notrigidly resisted by the truckframe or the load upon it.

9 is the propelling-frame-that is, it is the frame iipon which may becarried a motor or the means for attaching the truck or its axles to asource of power, like acable-grip and other similar devices. Vhatsoeverbe the source of power, my improvements include a frame separate fromthe truck-frame or car, through which propelling-frame the motive poweris transmitted to one or more of the axles, and which frame I willtherefore designate by the general term of propelling-frame. Thispropelling-frame is pivotally secured at its front end to one of theaxles in any suitable manner. The rear end of the propelling-frame issupported from the cross-bar 3 by a link or links 10, the upper ends ofwhich are attached to the cross-bar by pivot-bolt 11, while their lowerends are pivoted on the wrist-pin 12, secured to the frame 9. In thedrawings two motor-frames are shown, each frame secured at one end toone axle and at its other end hung from the cross-bar 3 common to both.It will now be plain that by thus attaching the propelling-frame to thecar or truck-frame either can have motion laterally without affectingthe other, while both must move rig- ICO idly together so far aslongitudinal motion is concerned, and therefore all tendencies tostrain, torsion, or racking as between the two frames or as between thecar and the propelling-frame are obviated. When the wheels of the axledirectly driven by the propellingframe strike ordinary and slightlateral variations in the track, such axle and the propelling-frame caneasily move laterally and follow such variations without having topositively or abruptly meet the vertical or gravity resistance of thesuperimposedload. \Vhen the propelled axle-wheels enter a curve, theaxle and propelling-frame can move laterally to the car to follow thetrack, while the car tends to follow the tangent thereto, the action ofthe axle still being such, by reason of the links and link-housingsbetween the load and the propelling-frame, that power is applied to thecar body or load with regularly -increasing force to cause it to swingto and follow the desired line of movementthat is, the movement of theaxle laterally is against the line of gravity of the load and increasesresistance to the same in proportion to the movement of the axlelaterally to the load, or vice versa, the resisting action beingspring-like, yet effected by the positively-acting link connections. Itwill then be seen that the propelling-frame and driven axle are asyielding and elastically relatedto theload when relative lateralmovementQis considered as when relative vertical movement is taken intoaccount, and so all forms of sudden action of the load upon thepropelling-frame by reason of the movement of the load to the frame areprevented.

On Sheet 2 Ishow in Figs. 4, 5, and 6 a plan and side view of a truck orsills of a car-body and a detail section of one of the cross-bars of thesame in substantially the same general form and arrangement as in thefigures of Sheet 1. Here, however, the two propellingframes are shown ashung attheir rear ends from separate crossbars 3, thus permitting aspace between the motors for batteries or other mechanism. Also, as seenin Fig. 6, I mount the upper link-pivot, 11 at the rear ends of thepropelling-frames in a block 13, which is carried in an appropriateframe 14 and between two springs 15 and 16. This method of hanging theselinks permits the rear end of a propelling-frame to have a slightvertical movement, which may be desired to provide a yielding or elasticrelation of the power connections to the axle.

On Sheet 3 I show a general plan view,Fig. 7, of a propelling-frameentirely supported on the axles, Fig. 8 being a side View with parts ofthe frame cut away, and Fig. 9 being a section of the same on plane I)I) of Fig. 7. Here the propelling-frame 9, composed of two longitudinalbars, is attached to the axle 5, as before, and the truck-frame 1 forthose views is hung on the axle-boxes 4 by links 7, as in the views ofthe other sheets. At their opposite ends the propelling-frame bars 9 arehung to the other axle 17 by links 18, which are pivoted at their upperends to the boxes 19, within which the axles tnrn, and at their lowerends to the housings 20, which are rigid with the bars 9. Theseaxles-boxes have motion with the axle, the links lie flat and close tothe sides of the boxes, and the housings bear close against the links onthe front and rear sides of the boxes. The side bars 1 of thetruck-frame are attached by journalboxes (as contradistinguished fromaxle boxes arranged between the wheels) 21 to the axle 17. Preferablythis attachment is made by links, as in the other cases of journal-boxesdescribed. 22 are bolster-bars carried on the side bars 1 and providedwith suitable braces 23. Between these bars is supported the bolster 24,25 being the kingpin, which engages the end of the car carried on thebolster.

On Sheet 4, Figs. 10, 11, and 12 are views similar to Figs. 7, 8, and9that is, Fig. 10 is a plan view of a propelling-frame, Fig. 11 anelevation of the same in partial section, and Fig. 12 a section throughthe link-housings of the frame where it has axle-box connections withone axle. Here the bolster-bars 25 and their side braces 26 arerigidlyattached to and carried on propelling-frame 9, and the axle 5 isrigid as to lateral motion with the propelling-frame and the braces 26.The bolster 27 is, however, hung between the bars 25 on links 28,springs 29 being interposed between its upper and lower parts, all as inthe usual manner. -This bolster carries the car on one end thereof, andin the structure illustrated by-Figs. 10, 11, and 12 it represents thecar (or a truck-frame) relative to which the power-frame has lateralmotion by reason of the link attachments between the two, as well aslateral motion relative to the other axle.

On sheet 5, Fig. 13 is a plan view of another form of propelling-framehaving laterally-acting link attachments to a car or the bolster of acar, Fig. 14 being a side elevation of the same and Fig. 15 aside viewof the bolster, with one of the bolster-bars partly sectioned away. Inthis case the propellingframe is attached by link-housings to one axleand is rigid with the other axle and with the bolster bars and braces.The whole system has motion with one axle laterally and relatively tothe other axles and to the car or load carried on the swinging bolster,which bolster constitutes the truck-frame, as before.

I claim- 1. The combination, in a car-truck, of a IIO ing thepropelling-frame longitudinally rigid 4 to the truck-frame,butpermitting lateral motion relatively of the frames.

2. The combination, in a car-truck, of a truck-frame, a propelling-frameattached by links to the truck-frame, and housings holding one or moreof the links longitudinally rigid in relation to the truck-frame, butpermitting them to move laterally thereto.

3. The combination, in a car-truck, of a truck-frame, a propelling-frameattached at one end to the truck-frame by a link and at the other end toone axle, which is attached to the truck-frame by links, and housingsholding the frames longitudinally rigid, but permitting them to havelateral motion relatively.

4. The combination, in a car-truck, of a truckframe suspended on one ofits axles by link connections, a propelling-frame supported at one endon said axle and at the other end from the truck-frame by linkconnections, and housings inclosin g two or more of said linkconnections, so as to permit lateral but not longitudinal movement ofthe powerframe and truck-frame relatively.

5. The combination, in a car-truck, of a truck-frame, a propelling-framehung upon one of its axles by link connections, a motorframe rigid atone end with said axle and at its other end attached to the other axleby a link, and housings between the frames, Whereby the frames arerelatively longitudinally rigid, but free to have motion laterally.

6. In combination, the axle 5, linked to the truck-frame, thepropelling-frame 9, the bar 3, and the link 10, attaching one end of thesaid frame to bar 3, substantially asand for the purpose set forth.

7. In combination, with axle 5, attached to the truck-frame by links andlink-housings, the propelling-frame on said axle, the bar 3, and thelink 10, pivoted to said propellingframe and to the block 13,elastically supported on the bar 3, substantially as and for the purposeset forth.

n. RICHARD ESMOND.

'Witnesses:

ROBT. F. GAYLoRD, ERNEST HOPKINSON.

